58314 Federal Register / Vol. 71, No.
191 / Tuesday, October 3, 2006 / Proposed Rules
Testing for Rating Vending Machines for
Bottled, Canned, and Other Sealed
Beverages.’’
(2) Determine ‘‘vendible capacity’’ of
refrigerated bottled or canned beverage
vending machines in accordance with
the second paragraph of section 5,
‘‘Vending Machine Capacity,’’ of ANSI/
ASHRAE Standard 32.1–2004,
‘‘Methods of Testing for Rating Vending
Machines for Bottled, Canned, and
Other Sealed Beverages,’’ and measure
‘‘refrigerated volume’’ of refrigerated
bottled or canned beverage vending
machines in accordance with the
methodology specified in § 5.2
(excluding subsections 5.2.2.2 through
5.2.2.4) of the ANSI/AHAM HRF1–2004,
‘‘Energy, Performance and Capacity of
Household Refrigerators, Refrigerator-
Freezers and Freezers.’’
* * * * * fracture, which could result in loss of
[FR Doc. 06–8432 Filed 9–28–06; 3:20 pm]
BILLING CODE 6450–01–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2006–23842; Directorate
Identifier 2005–NM–145–AD]
RIN 2120–AA64
Airworthiness Directives; Boeing
Model 777–200, 777–300, and 777–
300ER Series Airplanes
AGENCY: Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Supplemental notice of
proposed rulemaking (NPRM);
reopening of comment period.
SUMMARY: The FAA is revising an earlier
proposed airworthiness directive (AD)
for certain Boeing Model 777–200 and
777–300 series airplanes. The original
NPRM would have required repetitive
inspections for discrepancies of the
splined components that support the
inboard end of the inboard trailing edge
flap; related investigative, corrective,
and other specified actions if necessary;
a one-time modification of the inboard
support of the inboard trailing edge flap
by installing a new isolation strap and
attachment hardware; and repetitive
replacement of the torque tube
assembly. The original NPRM resulted
ycherry on PROD1PC64 with PROPOSALS
from reports of corrosion on the torque
tube and closeout rib fittings that
support the inboard end of the inboard
trailing edge flap, as well as a structural
reassessment of the torque tube joint
that revealed the potential for premature
VerDate Aug<31>2005 15:42 Oct 02, 2006 Jkt 211001
fatigue cracking of the torque tube that
would not be detected using reasonable
inspection methods. This action revises
the original NPRM by providing the
terminating action for the repetitive
inspections of modifying the inboard
main flap. This action also revises the
original NPRM by specifying prior or
concurrent accomplishment, for certain
Boeing Model 777–200 series airplanes,
of one-time inspections of the flap seal
panels for cracking and minimum
clearances, and of the torque tubes for
damage; and related investigative and
corrective actions if necessary. We are
proposing this supplemental NPRM to
detect and correct corrosion or cracking
of the torque tube and closeout rib
fittings that support the inboard end of
the inboard trailing edge flap. Cracking
in these components could lead to a
the inboard trailing edge flap and
consequent reduced controllability of
the airplane.
DATES: We must receive comments on
this supplemental NPRM by October 30,
2006.
ADDRESSES: Use one of the following
addresses to submit comments on this
supplemental NPRM.
• DOT Docket Web site: Go to
http://dms.dot.gov and follow the
instructions for sending your comments
electronically.
• Government-wide rulemaking Web
site: Go to http://www.regulations.gov
and follow the instructions for sending
your comments electronically.
• Mail: Docket Management Facility;
U.S. Department of Transportation, 400
Seventh Street, SW., Nassif Building,
Room PL–401, Washington, DC 20590.
• Fax: (202) 493–2251.
• Hand Delivery: Room PL–401 on
the plaza level of the Nassif Building,
400 Seventh Street, SW., Washington,
DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
Contact Boeing Commercial
Airplanes, P.O. Box 3707, Seattle,
Washington 98124–2207, for service
information identified in this proposed
AD.
FOR FURTHER INFORMATION CONTACT: Gary
Oltman, Aerospace Engineer, Airframe
Branch, ANM–120S, FAA, Seattle
Aircraft Certification Office, 1601 Lind
Avenue, SW., Renton, Washington
98057–3356; telephone (425) 917–6443;
fax (425) 917–6590.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to submit any relevant
written data, views, or arguments
regarding this supplemental NPRM.
Send your comments to an address
PO 00000 Frm 00007 Fmt 4702 Sfmt 4702
listed in the ADDRESSES section. Include
the docket number ‘‘Docket No. FAA–
2006–23842; Directorate Identifier
2005–NM–145–AD’’ at the beginning of
your comments. We specifically invite
comments on the overall regulatory,
economic, environmental, and energy
aspects of this supplemental NPRM. We
will consider all comments received by
the closing date and may amend this
supplemental NPRM in light of those
comments.
We will post all comments submitted,
without change, to http://dms.dot.gov,
including any personal information you
provide. We will also post a report
summarizing each substantive verbal
contact with FAA personnel concerning
this supplemental NPRM. Using the
search function of that Web site, anyone
can find and read the comments in any
of our dockets, including the name of
the individual who sent the comment
(or signed the comment on behalf of an
association, business, labor union, etc.).
You may review the DOT’s complete
Privacy Act Statement in the Federal
Register published on April 11, 2000
(65 FR 19477–78), or you may visit
http://dms.dot.gov.
Examining the Docket
You may examine the AD docket on
the Internet at http://dms.dot.gov, or in
person at the Docket Management
Facility office between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays. The Docket
Management Facility office (telephone
(800) 647–5227) is located on the plaza
level in the Nassif Building at the DOT
street address stated in ADDRESSES.
Comments will be available in the AD
docket shortly after the Docket
Management System receives them.
Discussion
We proposed to amend 14 CFR part
39 with a notice of proposed rulemaking
(NPRM) for an AD (the ‘‘original
NPRM’’) for certain Boeing Model 777–
200 and 777–300 series airplanes. The
original NPRM was published in the
Federal Register on February 9, 2006
(71 FR 6687). The original NPRM
proposed to require repetitive
inspections for discrepancies of the
splined components that support the
inboard end of the inboard trailing edge
flap; related investigative, corrective,
and other specified actions if necessary;
a one-time modification of the inboard
support of the inboard trailing edge flap
by installing a new isolation strap and
attachment hardware; and repetitive
replacement of the torque tube
assembly.
E:\FR\FM\03OCP1.SGM 03OCP1
 Federal Register / Vol. 71, No. 191 / Tuesday, October 3, 2006 / Proposed Rules
Actions Since Original NPRM Was
Issued
In the original NPRM we stated that
we considered the proposed actions to
be interim. We stated that the
manufacturer was currently developing
a new, improved torque tube made from
corrosion-resistant steel with thicker
walls; and that installing this new,
improved torque tube was expected to
address the unsafe condition identified
in theoriginal NPRM and eliminate the
need for the repetitive inspections and
torque tube assembly replacements.
Since we issued the original NPRM, the
manufacturer has developed the
improved torque tube and made it
available. We have approved the
improved torque tube, and this action
follows that approval.
Relevant Service Information
We have reviewed Boeing Service
Bulletin 777–57–0054, dated February
23, 2006. The service bulletin describes
procedures for modifying the inboard
main flap by installing a new corrosion-
resistant (CRES) closeout rib fitting
assembly; a new CRES torque tube; a
new CRES torque tube retainer fitting;
certain new components such as
isolation straps, washers, and nuts; and
assembling the parts using corrosion-
inhibiting compound in lieu of grease.
The service bulletin also specifies
updating the maintenance practices for
performing periodic inspections and
maintenance of the torque tube splined
joints, as given in the Boeing 777
Maintenance Planning Document (MPD)
D622W001, Section 2, MPD Item 57–
521–00, and Boeing 777 MPD
D622W001, Section 9, Structural
Significant Items (SSI) 57–53–I10 and
SSI 57–53–I11.
Boeing Service Bulletin 777–57–0054
states that, for certain airplanes, the
actions specified in Boeing Service
Bulletin 777–27–0034, Revision 1, dated
April 20, 2006, must be done prior to or
concurrently with the modification of
the inboard main flap. These prior/
concurrent actions are a visual
inspection of the flap seal panels for
cracking and a measurement for
minimum clearances; a close visual
inspection of the torque tubes of the
main flap for damage (breaks in the
finish or finish that is not intact); and
corrective actions if necessary. The
corrective actions include:
• For the flap seal panels: Replacing
ycherry on PROD1PC64 with PROPOSALS
the panel or doing a permanent repair
and trim of the panel before further
flight. If the cracking is within certain
limits specified in the service bulletin,
the service bulletin specifies the option
of an immediate temporary repair
VerDate Aug<31>2005 15:42 Oct 02, 2006 Jkt 211001
followed by eventual permanent repair
and trim, or replacement of the panel
within 6 months after the temporary
repair. If the cracking is outside certain
limits specified in the service bulletin,
the option for a temporary or permanent
repair is not specified; instead, the
panel must be replaced. The
replacement includes measurement for
minimum clearances.
• For the torque tubes: Replacing the
torque tube or repairing before further
flight. The service bulletin specifies
doing either a permanent repair or an
immediate temporary repair, depending
on the extent of the damage. The
temporary repair includes the related
investigative action of a visual
inspection for corrosion, pitting, or
cracks; and repair if necessary. If the
temporary repair is done, the service
bulletin specifies that it must be
followed by eventual permanent repair
or replacement of the torque tube within
6 months after the temporary repair. If
the damage is outside certain limits
specified in the service bulletin, the
service bulletin states that the torque
tube must be replaced rather than
repaired, and that the replacement may
be done in accordance with the service
bulletin or in accordance with
instructions given by Boeing.
Accomplishing the actions specified
in the service information is intended to
adequately address the unsafe
condition.
Comments
We have considered the following
comments on the original NPRM.
Support for the Original NPRM
Boeing reviewed the contents of the
original NPRM and concurs with the
contents.
Request to Allow Credit for Original
Revision of Service Bulletin
Air Transport Association (ATA), on
behalf of American Airlines, and British
Airways request that we state that the
original issue of Boeing Alert Service
Bulletin 777–57A0048, dated September
9, 2004, is acceptable for compliance
with the actions in the original NPRM.
American Airlines points out that,
according to Boeing, either release of the
service bulletin is satisfactory.
We agree. We cited only Boeing
Service Bulletin 777–57A0048, Revision
1, dated June 9, 2005, as the appropriate
source of service information for
accomplishing the required actions.
Revision 1 of the service bulletin
provides additional flexibility in
accomplishing the modification
specified in the original NPRM, and
provides improvements in the
PO 00000 Frm 00008 Fmt 4702 Sfmt 4702 E:\FR\FM\03OCP1.SGM
58315
procedure to determine the condition of
the spline interface. However, actions
accomplished in accordance with the
original release of the service bulletin
are also acceptable for compliance. We
have added paragraph (n) to this
supplemental NPRM to give credit for
actions accomplished in accordance
with the original release of the service
bulletin.
Request To Revise Cost Estimate
British Airways states that the
statement in the original NPRM that the
work hours are negligible provided
Boeing Service Bulletin 777–57A0048,
Revision 1, is carried out at a scheduled
inspection is incorrect because there is
no scheduled inspection that calls for
the torque tube to be disturbed. British
Airways points out that the Boeing
figures for accomplishing this service
bulletin are 138 hours minimum per
airplane.
We infer that British Airways would
like us to revise the cost estimate. We
disagree. The cost information below
describes only the direct costs of the
specific action proposed in the original
NPRM, which is the detailed inspection
for discrepancies of the splined
components. In this case, the
installation of the isolation strap and the
replacement of the torque tube assembly
are done during the detailed inspection,
when the entire assembly has been
completely disassembled. Therefore, the
replacement of the torque tube assembly
will take less time because no
inspections of the originally installed
torque tube are required if it is simply
being replaced. We recognize that, in
doing the actions required by an AD,
operators may incur incidental costs in
addition to the direct costs. The cost
analysis in AD rulemaking actions,
however, typically does not include
incidental costs such as the time
required to gain access and close up,
time necessary for planning, or time
necessitated by other administrative
actions. Those incidental costs, which
may vary significantly among operators,
are almost impossible to calculate.
There is no need to revise the original
NPRM in this regard.
Request To Clarify Alternative Methods
of Compliance (AMOCs)
British Airways states that,
presumably, an AMOC will need to be
requested to cover those airplanes on
which torque tube rework has been
undertaken outside the scope of the
instructions given in Boeing Service
Bulletin 777–57A0048, Revision 1.
We agree that an AMOC will need to
be requested. Paragraph (l) of the
original NPRM (new paragraph (o) of
03OCP1
 58316 Federal Register / Vol. 71, No. 191 / Tuesday, October 3, 2006 / Proposed Rules

this supplemental NPRM) gives
procedures for requesting an AMOC.
There is no need to revise the original
NPRM in this regard.
FAA’s Determination and Proposed
Requirements of This Supplemental
NPRM
Certain changes discussed above
expand the scope of the original NPRM;
therefore, we have determined that it is
necessary to reopen the comment period
to provide additional opportunity for
public comment on this supplemental
NPRM.
Difference Between This Supplemental
NPRM and Boeing Service Bulletin
777–27–0034
Where Boeing Service Bulletin 777–
27–0034 specifies to replace the torque
tube in accordance with that service
bulletin (or instructions from Boeing),
this supplemental NPRM would require
replacing the torque tube with a new
CRES torque tube in accordance with
the procedures in Boeing Service
Bulletin 777–57–0054.
Clarification of Inspection Terminology
Boeing Service Bulletin 777–27–0034
specifies a visual inspection of the flap
seal panels for cracking and
measurement for minimum clearances;
in this supplemental NPRM we refer to
that inspection as a general visual
inspection. That service bulletin also
specifies a close visual inspection of the
torque tubes of the main flap for
damage. In this supplemental NPRM we
refer to that inspection as a detailed
inspection. We have included a
definition of both inspection types in
notes in this supplemental NPRM.
Explanation of Change to Costs of
Compliance
After the original NPRM was issued,
we reviewed the figures we have used
over the past several years to calculate
AD costs to operators. To account for
various inflationary costs in the airline
industry, we find it necessary to
increase the labor rate used in these
calculations from $65 per work hour to
$80 per work hour. The cost impact
information, below, reflects this
increase in the specified hourly labor
rate.
Costs of Compliance
There are about 353 airplanes of the
affected design in the worldwide fleet.
The following table provides the
estimated costs for U.S. operators to
comply with this proposed AD, at an
average labor rate of $80 per work hour.

ESTIMATED COSTS
Number of
U.S.-reg-
Action Work hours Parts Cost per airplane Fleet cost
istered air-
planes

Detailed inspection for discrepancies of the 20 .............................. None $1,600, per inspec- 132 ............. $211,200, per inspec-
splined components. tion cycle. tion cycle.
Modification (installing isolation strap and Negligible .................. $17,156 $17,156 ..................... 132 ............. $2,264,592.
hardware).
Replacement of torque tube assembly ......... Negligible 1 ................ $24,230 $24,230 ..................... 132 ............. $3,198,360, per re-
placement cycle.
Modification (terminating action) ................... 32 to 36, depending $145,659 $148,219 to $148,539 132 ............. $19,564,908 to
on airplane configu- $19,607,148.
ration.
Prior/concurrent inspection ........................... 1 ................................ None $80 ............................ Up to 132 ... As much as $10,560.
1 Provided that the replacement is performed at the same time as a scheduled inspection.

Authority for This Rulemaking
Title 49 of the United States Code
specifies the FAA’s authority to issue
rules on aviation safety. Subtitle I,
Section 106, describes the authority of
the FAA Administrator. Subtitle VII,
Aviation Programs, describes in more
detail the scope of the Agency’s
authority.
We are issuing this rulemaking under
the authority described in Subtitle VII,
Part A, Subpart III, Section 44701,
‘‘General requirements.’’ Under that
section, Congress charges the FAA with
promoting safe flight of civil aircraft in
air commerce by prescribing regulations
for practices, methods, and procedures
the Administrator finds necessary for
safety in air commerce. This regulation
ycherry on PROD1PC64 with PROPOSALS
Regulatory Findings section for a location to examine the
We have determined that this regulatory evaluation.
proposed AD would not have federalism List of Subjects in 14 CFR Part 39
implications under Executive Order
Air transportation, Aircraft, Aviation
13132. This proposed AD would not
have a substantial direct effect on the safety, Safety.
States, on the relationship between the The Proposed Amendment
national Government and the States, or
on the distribution of power and Accordingly, under the authority
responsibilities among the various delegated to me by the Administrator,
levels of government. the FAA proposes to amend 14 CFR part
For the reasons discussed above, I 39 as follows:
certify that the proposed regulation:
1. Is not a ‘‘significant regulatory PART 39—AIRWORTHINESS
DIRECTIVES
action’’ under Executive Order 12866;
2. Is not a ‘‘significant rule’’ under the 1. The authority citation for part 39
DOT Regulatory Policies and Procedures
continues to read as follows:
(44 FR 11034, February 26, 1979); and
3. Will not have a significant Authority: 49 U.S.C. 106(g), 40113, 44701.
economic impact, positive or negative,
§ 39.13 [Amended]
on a substantial number of small entities

is within the scope of that authority
because it addresses an unsafe condition
that is likely to exist or develop on
products identified in this rulemaking
action.
under the criteria of the Regulatory 2. The Federal Aviation
Flexibility Act. Administration (FAA) amends § 39.13
We prepared a regulatory evaluation by adding the following new
of the estimated costs to comply with airworthiness directive (AD):
this supplemental NPRM and placed it Boeing: Docket No. FAA–2006–23842;
in the AD docket. See the ADDRESSES Directorate Identifier 2005–NM–145–AD.

VerDate Aug<31>2005 15:42 Oct 02, 2006 Jkt 211001 PO 00000 Frm 00009 Fmt 4702 Sfmt 4702 E:\FR\FM\03OCP1.SGM 03OCP1
 Federal Register / Vol. 71, No. 191 / Tuesday, October 3, 2006 / Proposed Rules
Comments Due Date
(a) The FAA must receive comments on
this AD action by October 30, 2006.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Boeing Model 777–
200, –300, and –300ER series airplanes,
certificated in any category, as identified in
Boeing Service Bulletin 777–57–0054, dated
February 23, 2006.
Unsafe Condition
(d) This AD results from reports of
corrosion on the torque tube and closeout rib
fittings that support the inboard end of the
inboard trailing edge flap, as well as a
structural reassessment of the torque tube
joint that revealed the potential for premature
fatigue cracking of the torque tube that would
not be detected using reasonable inspection
methods. We are issuing this AD to detect
and correct corrosion or cracking of the
torque tube and closeout rib fittings that
support the inboard end of the inboard
trailing edge flap. Cracking in these
components could lead to a fracture, which
could result in loss of the inboard trailing
edge flap and consequent reduced
controllability of the airplane.
Compliance
(e) You are responsible for having the
actions required by this AD performed within
the compliance times specified, unless the
actions have already been done.
Service Bulletin Reference
(f) The term ‘‘service bulletin,’’ as used in
paragraphs (g), (h), (i), (j), and (k) of this AD,
means Boeing Service Bulletin 777–57A0048,
Revision 1, dated June 9, 2005.
(g) Where the service bulletin specifies a
compliance time after the issuance of the
service bulletin, this AD requires compliance
within the specified compliance time after
the effective date of this AD.
Initial Inspection
(h) For all airplanes: Do a detailed
inspection for any discrepancy of the splined
components of the inboard trailing edge flap,
in accordance with the Accomplishment
Instructions of the service bulletin. The
splined components of the inboard trailing
edge flap include the torque tube, closeout
rib fitting assembly, carrier beam pillow
block fitting assembly, and drive crank
support. Discrepancies of the torque tube and
closeout rib fitting include light contact wear,
corrosion pits, corrosion, cracking, or
fracture. Discrepancies of the carrier beam
pillow block fitting assembly and drive crank
support consist of light contact wear and
damage to the cadmium plating. Do the
initial inspection at the applicable time
specified in Table 7 under paragraph 1.E.,
ycherry on PROD1PC64 with PROPOSALS
‘‘Compliance,’’ of the service bulletin, except
as provided by paragraph (g) of this AD.
Note 1: For the purposes of this AD, a
detailed inspection is: ‘‘An intensive
examination of a specific item, installation,
or assembly to detect damage, failure, or
irregularity. Available lighting is normally
VerDate Aug<31>2005 15:42 Oct 02, 2006 Jkt 211001
supplemented with a direct source of good
lighting at an intensity deemed appropriate.
Inspection aids such as mirror, magnifying
lenses, etc., may be necessary. Surface
cleaning and elaborate procedures may be
required.’’
No Discrepancy/Other Specified Actions
(i) If no discrepancy is found during the
inspection required by paragraph (h) of this
AD, perform all applicable specified actions,
including the modification to install a new
isolation strap and attachment hardware, in
accordance with the Accomplishment
Instructions of the service bulletin. Then,
repeat the inspection at the applicable time
specified in Table 7 under paragraph 1.E.,
‘‘Compliance,’’ of the service bulletin. Doing
the modification in paragraph (l)(1) of this
AD terminates the repetitive inspection
requirements of this paragraph.
Related Investigative/Corrective/Other
Specified Actions and Repetitive Inspections
(j) For any discrepancy found during any
inspection required paragraphs (h) and (i) of
this AD: Before further flight, accomplish all
applicable investigative, corrective, and other
specified actions, including the modification
to install a new isolation strap and
attachment hardware, in accordance with the
Accomplishment Instructions of the service
bulletin. Then, evaluate the spline rework to
determine the appropriate repetitive interval,
in accordance with the Accomplishment
Instructions of the service bulletin.
Thereafter, repeat the inspection at the
applicable interval specified in Table 7 under
paragraph 1.E., ‘‘Compliance,’’ of the service
bulletin. Doing the modification in paragraph
(l)(1) of this AD terminates the repetitive
inspection requirements of this paragraph.
Replacement of Torque Tube Assembly
(k) For all airplanes: Replace the torque
tube assembly with a new torque tube
assembly, in accordance with the
Accomplishment Instructions of the service
bulletin. Do the initial replacement at the
applicable compliance time specified in
Notes (c) and (d), as applicable, of Table 7
in paragraph 1.E., ‘‘Compliance,’’ of the
service bulletin, except as provided by
paragraph (g) of this AD. Repeat the
replacement thereafter at the applicable
interval specified in Notes (c) and (d), of
Table 7 under paragraph 1.E., ‘‘Compliance,’’
of the service bulletin. Doing the
modification in paragraph (l)(1) of this AD
terminates the repetitive replacement
requirements of this paragraph.
Modification
(l) For all airplanes: Within 60 months after
the effective date of this AD, do the actions
in paragraphs (l)(1) and (l)(2) of this AD.
(1) Modify the inboard main flap in
accordance with the Accomplishment
Instructions of Boeing Service Bulletin 777–
57–0054, dated February 23, 2006. Doing this
modification terminates the repetitive
requirements of paragraphs (i), (j), and (k) of
this AD.
(2) Revise the FAA-approved maintenance
inspection program for performing periodic
inspections and maintenance of the torque
PO 00000 Frm 00010 Fmt 4702 Sfmt 4702 E:\FR\FM\03OCP1.SGM
58317
tube splined joints in accordance with the
Accomplishment Instructions of Boeing
Service Bulletin 777–57–0054, dated
February 23, 2006.
Concurrent Requirement
(m) For Boeing Model 777–200 series
airplanes, as identified in Boeing Service
Bulletin 777–27–0034, Revision 1, dated
April 20, 2006: Prior to or concurrently with
the actions in paragraph (l) of this AD, do a
general visual inspection of the flap seal
panels for cracking and minimum clearances,
and a detailed inspection of the torque tubes
for damage; and do all applicable related
investigative and corrective actions before
further flight. Do all actions in accordance
with the Accomplishment Instructions of
Boeing Service Bulletin 777–27–0034,
Revision 1, dated April 20, 2006; except
where the service bulletin specifies the
corrective action of replacing the torque tube,
the replacement must be done in accordance
with the Accomplishment Instructions of
Boeing Service Bulletin 777–57–0054, dated
February 23, 2006.
Note 2: For the purposes of this AD, a
general visual inspection is: ‘‘A visual
examination of an interior or exterior area,
installation, or assembly to detect obvious
damage, failure, or irregularity. This level of
inspection is made from within touching
distance unless otherwise specified. A mirror
may be necessary to ensure visual access to
all surfaces in the inspection area. This level
of inspection is made under normally
available lighting conditions such as
daylight, hangar lighting, flashlight, or
droplight and may require removal or
opening of access panels or doors. Stands,
ladders, or platforms may be required to gain
proximity to the area being checked.’’
Actions Done In Accordance With Previous
Issues of Service Bulletins
(n) Actions done before the effective date
of this AD in accordance with Boeing Service
Bulletin 777–27–0034, dated February 11,
1999; or Boeing Service Alert Bulletin 777–
57A0048, dated September 9, 2004; are
acceptable for compliance with the
corresponding actions of this AD.
Alternative Methods of Compliance
(AMOCs)
(o)(1) The Manager, Seattle Aircraft
Certification Office (ACO), FAA, has the
authority to approve AMOCs for this AD, if
requested in accordance with the procedures
found in 14 CFR 39.19.
(2) Before using any AMOC approved in
accordance with § 39.19 on any airplane to
which the AMOC applies, notify the
appropriate principal inspector in the FAA
Flight Standards Certificate Holding District
Office.
(3) An AMOC that provides an acceptable
level of safety may be used for any repair
required by this AD, if it is approved by an
Authorized Representative for the Boeing
Commercial Airplanes Delegation Option
Authorization Organization who has been
authorized by the Manager, Seattle ACO, to
make those findings. For a repair method to
be approved, the repair must meet the
certification basis of the airplane.
03OCP1
 58318 Federal Register / Vol. 71, No. 191 / Tuesday, October 3, 2006 / Proposed Rules
Issued in Renton, Washington, on
September 22, 2006.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E6–16198 Filed 10–2–06; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2006–25965; Directorate
Identifier 2006–NM–127–AD]
RIN 2120–AA64
Airworthiness Directives; Airbus Model
A300 B2 and B4 Series Airplanes
Equipped With General Electric CF6–
50 Engines
AGENCY: Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Notice of proposed rulemaking
(NPRM).
SUMMARY: The FAA proposes to
supersede an existing airworthiness
directive (AD) that applies to Airbus
Model A300 B2 and B4 series airplanes
equipped with General Electric CF6–50
engines. The existing AD currently
requires deactivating both thrust
reversers and revising the airplane flight
manual (AFM) to require performance
penalties during certain takeoff
conditions to ensure that safe and
appropriate performance is achieved for
airplanes on which both thrust reversers
have been deactivated. This proposed
AD would require one-time inspections
of the directional pilot valve (DPV), the
rocker arm and associated hardware,
and corrective actions if necessary;
reactivation of both thrust reversers; and
repetitive inspections of the DPV and
the associated control mechanism of the
thrust reversers for incorrect assembly
or excessive wear, and corrective
actions if necessary. Accomplishing all
of the proposed actions would allow the
removal of the AFM limitations in the
existing AD. This proposed AD results
from reports indicating that the DPV
was assembled incorrectly; further
investigation revealed excessive wear on
certain correctly assembled DPVs and
the associated control mechanism. We
ycherry on PROD1PC64 with PROPOSALS
are proposing this AD to prevent
uncommanded in-flight deployment of a
thrust reverser, which could result in
reduced controllability of the airplane.
DATES: We must receive comments on
this proposed AD by November 2, 2006.
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ADDRESSES: Use one of the following
addresses to submit comments on this
proposed AD.
• DOT Docket Web site: Go to
http://dms.dot.gov and follow the
instructions for sending your comments
electronically.
• Government-wide rulemaking Web
site: Go to http://www.regulations.gov
and follow the instructions for sending
your comments electronically.
• Mail: Docket Management Facility;
U.S. Department of Transportation, 400
Seventh Street, SW., Nassif Building,
Room PL–401, Washington, DC 20590.
• Fax: (202) 493–2251.
• Hand Delivery: Room PL–401 on
the plaza level of the Nassif Building,
400 Seventh Street, SW., Washington,
DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
Contact Airbus, 1 Rond Point Maurice
Bellonte, 31707 Blagnac Cedex, France,
for service information identified in this
proposed AD.
FOR FURTHER INFORMATION CONTACT: Tom
Stafford, Aerospace Engineer
International Branch, ANM–116, FAA,
International Branch, Transport
Airplane Directorate, 1601 Lind
Avenue, SW., Renton, Washington
98057–3356; telephone (425) 227–1622;
fax (425) 227–1149.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to submit any relevant
written data, views, or arguments
regarding this proposed AD. Send your
comments to an address listed in the
ADDRESSES section. Include the docket
number ‘‘Docket No. FAA–2006–25965;
Directorate Identifier 2006–NM–127–
AD’’ at the beginning of your comments.
We specifically invite comments on the
overall regulatory, economic,
environmental, and energy aspects of
the proposed AD. We will consider all
comments received by the closing date
and may amend the proposed AD in
light of those comments.
We will post all comments we
receive, without change, to http://
dms.dot.gov, including any personal
information you provide. We will also
post a report summarizing each
substantive verbal contact with FAA
personnel concerning this proposed AD.
Using the search function of that Web
site, anyone can find and read the
comments in any of our dockets,
including the name of the individual
who sent the comment (or signed the
comment on behalf of an association,
business, labor union, etc.). You may
review the DOT’s complete Privacy Act
Statement in the Federal Register
published on April 11, 2000 (65 FR
PO 00000 Frm 00011 Fmt 4702 Sfmt 4702
19477–78), or you may visit http://
dms.dot.gov.
Examining the Docket
You may examine the AD docket on
the Internet at http://dms.dot.gov, or in
person at the Docket Management
Facility office between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays. The Docket
Management Facility office (telephone
(800) 647–5227) is located on the plaza
level of the Nassif Building at the DOT
street address stated in the ADDRESSES
section. Comments will be available in
the AD docket shortly after the Docket
Management System receives them.
Discussion
On April 19, 2002, we issued AD
2002–08–51, amendment 39–12728 (67
FR 21569, May 1, 2002), for Airbus
Model A300 B2 and B4 series airplanes
equipped with General Electric CF6–50
engines. That AD requires deactivating
both thrust reversers and revising the
airplane flight manual (AFM) to require
performance penalties during certain
takeoff conditions to ensure that safe
and appropriate performance is
achieved for airplanes on which both
thrust reversers have been deactivated.
That AD resulted from the issuance of
mandatory continuing airworthiness
information by a foreign civil
airworthiness authority. We issued that
AD to prevent uncommanded in-flight
deployment of a thrust reverser, which
could result in reduced controllability
of the airplane.
Actions Since Existing AD Was Issued
The actions required by AD 2002–08–
51 are considered ‘‘interim action’’ until
final action was identified. We have
determined that further rulemaking
action to address that final action is
necessary; this proposed AD follows
from that determination. Since AD
2002–08–51 was issued, Airbus issued
service information that provides
instructions for reactivating the thrust
reversers through the implementation of
a program that involves one-time and
follow-on repetitive inspections, and
parts replacement if necessary. We
approved this program as an alternative
method of compliance (AMOC) with the
requirements of AD 2002–08–51,
allowing for reactivation of the thrust
reversers and removal of the AFM
limitations.
Relevant Service Information
Airbus has issued All Operators Telex
(AOT) A300–78A0024, dated May 29,
2002. The AOT describes using the
procedures in the Airbus A300 Airplane
Maintenance Manual to reactivate the
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